2011 Aprilia RS4 125

Aprilia’s outgoing RS125 has been living on borrowed time. There was nothing wrong with its performance – with about 34bhp from 125cc, it was a fireball compared with most rivals – but its power advantage was a blast from the past. It was the last of the high-performance two-stroke motorcycles, which meant its power-to-weight ratio far exceeded any comparable four-stroke, as did its noxious emissions.

Aprilia shoehorned the RS125 through Euro 3 emissions regulations with a mix of strangulation and catalysts, but the more stringent Euro 4 standard spelt its downfall. Finally the unthinkable has happened: Europe’s most popular sports 125 (100,000 units manufactured) has been superseded by a four-stroke.
The new bike’s specification is impressive. The little single-cylinder engine has fuel injection, double overhead cams and four valves, but the output is governed by Europe-wide legal requirements for learners and peak power is just 15bhp – less than half its forebear’s.

The styling should cause more than a few stirrings among teenagers, however, with bodywork that’s so close to the look of the RSV4 superbike that at first glance you could easily mistake the 125 for a 1.0-litre machine – especially since one colour option is a replica of Max Biaggi’s Superbike World Championship winner.

Oddly, when you swing a leg over the 125, there’s more space than on the superbike, which is the tiniest and most cramped in its class – in contrast, the 125 is one of the largest of its type, on the perfectly reasonable assumption that youngsters old enough to ride it might be in their teens or early twenties, but they will be fully grown. The riding position is more upright than that of the RSV4 superbike and provides more legroom, so despite the sporting pretensions it’s a comfortable place to be.The RS4 isn’t quite the all-new bike Aprilia implies, however, because it’s closely based on sibling-brand Derbi’s GPR 125. The two share a frame and the engine is from the Derbi, too, with the injection replacing a carburettor and a new cylinder head and piston.

It goes well enough, propelling the sharp-steering chassis to an indicated 70mph or so, but you need to grab a handful of revs to stop it bogging down when you pull away. It also feels flat when you rev it past its 10,500rpm power peak, but it’s pretty strong in the mid range.


What you really need is Aprilia’s £700 race kit. It’s illegal for learners, but it’s worth considering once the test has been passed because it boosts power to a much-healthier 25bhp. It’s still not a patch on its two-stroke antecedent, but a lot livelier than the standard bike’s 15bhp.

I can’t comment on the precise package you’ll get from your Aprilia dealer because the test bikes on the track-only launch used costly, sticky Pirelli Supercorsa tyres in place of the usual Sava MC25 Bogart rubber from Slovenia, and the chassis was lightly tweaked to sharpen the steering.

I wish they wouldn’t do this, but I still think it’ll be one of the best-handling bikes in the sector.



Aprilia RS4 125
Price/on sale: From £3,999/now
Power/torque: 14.8bhp @ 10,500rpm/8.6lb ft @ 8,000rpm
Top speed: 70mph
Fuel tank/range: 3.2 gallons/270 miles
Verdict: Great for what it is but highlights the loss of the peppy two-stroke. The playing field is levelled by engine type and legislative power limits, so cheaper 125s will perform well, but the RS4’s handling and styling have an edge

2009 Yamaha yzf r125

Why’s it so important?

Okay, okay, it’s a tiddler and it wasn’t actually launched in 2009. But this year has seen a growth in sales of this bike in absolute parallel with the number of spotty would be ASBO recipients taking to two wheels instead of getting lashed on cheap cider and threatening little old ladies down the precinct. So thank Yamaha for that.

As kids, most of us here hankered after Yamaha RDs and DTs, dreaming of the day we could replace pedal power with the screaming resonance of pistons, thrashing up and down, belching out sweet-smelling two-stroke fumes, the blue haze a lingering airborne signature as we lived out our Wayne Rainey fantasies, complete with Marlboro paddock jacket billowing in the breeze. Of course nowadays we have to save the planet, so we’ve been left with strangulated four-strokes. Until the YZF-R125, the only other option was the fairly staid and somewhat wheezy Honda CBR125R, a bike that never quite lived up to teenage expectations in the same way the feisty Yamaha does.

There’s little wonder this bike has done so well. It’s a slimmed down R6 or R1, available as a pukka race replica in full Fiat Yamaha livery for the die-hard Rossi fan. It’s seriously stunning and it’s getting more seventeen-year-old backsides on bikes than we’ve seen in a long while. If the Yamaha YZF-R125 can play its part in ensuring a future generation of bikers over Vauxhall Corsa-driving halfwits with garish body kits and obscene stereo systems, then it will be a job well done.

The ride
Having been spoilt as a bike journalist for the last ten years, it would be easy to imagine that getting a go on this machine wouldn’t exactly excite me.

But you’d be wrong. Jumping on this bike in jeans and jacket and thrashing the pants off it round town takes me right back to my youth. Hell, even my riding gets worse as all I can think about is how fast I can make it go and whether or not I’m likely to pull Stephanie Miles from form 5B after she’s seen me outside the college gates leaning against my road rocket, coolly sucking on a Marlboro Light. As a thirty-five-year-old bloke with a mortgage and bills to pay, the Yamaha does things to me, takes me away to a special place, that place we all inhabited as a teenager, a world full of testosterone and devoid of responsibility.

It takes me a while to even remember that traffic laws still apply, that getting T-boned by the aforementioned Corsa driver is still a distinct possibility and that I’m not, as I certainly always thought as a youth, utterly invincible.

Pulling away on the little Yamaha requires a fair dose of revs to compete in the inner city traffic light GP, but once the elastic’s been wound up, the YZF-R really sings, lurching through a surprisingly slick gearbox as I desperately try to keep the revs above 6,000rpm. Once it’s there, it’s all about momentum. Slipstreaming becomes an all-important art – whether it’s another motorcycle or an elderly lady in a Nissan Micra makes no odds – forward motion must be maintained at all costs.

Unlike a few of its Fisher-Price competitors, there’s a real feeling of big bike quality to the Yamaha. Naturally, this is reflected in the price and at £3,699 for this plain blue version, you’re going to need to either deliver papers to half of the UK or have a pretty generous set of parents.

But you do get what you pay for. The suspension and brakes have a feel about them that lets you get on with carrying speed everywhere with confidence, in a way that even the least experienced rider can enjoy, all the while feeling like a MotoGP god, albeit one with serious acne and a penchant for alcopops and kebabs.
In the same way that the RD and DT induced the teenage trouser tent, twenty-five years on, the YZF-R125 is doing it all over again for Yamaha, bringing fresh blood to our wonderful world of motorcycling that until this year had fewer and fewer new members. And for that, we should be thankful.

This is the first proper Japanese 125 for ages, and it looks cracking. It goes like most other 125s, which isn’t so good, but if this spawns a new generation of tiddlers (bikes and riders) then this can only be a good thing.

FOR: Quality build, four-stroke reliability and good with kids
AGAINST: Crap steering lock, not exactly fast and looks faster than it is



2009 Yamaha YZF-R125 Specs:

Price: £3699
Top speed: 77mph
Engine: 124.66cc, 4 valves, liquid-cooled single
Bore and stroke: 52mm x 58.6mm
Compression ratio: 11.2:1
Power: 14bhp @ 9,000rpm
Torque: 9lb/ft @ 8,750rpm
Front suspension: Telescopic forks
Adjustment: None
Rear suspension: Monoshock
Adjustment: None
Front brakes: Twin-piston Brembo calipers, 292mm discs
Rear brake: Singe-piston Brembo caliper, 230mm disc
Wet weight: 138kg (304lbs)
Seat height: 818mm
Fuel capacity: 13.8 litres
Colour options: Red/Blue/Black

2011 Cagiva Mito 125 sp525

The Cagiva Mito is pretty equal with the Aprilia RS125 when it comes to power and performance, but the ace up it's sleeve is it's mini Ducati 916 styling.


The Cagiva Mito's handling is razor sharp, it pretty much goes where you think and the limit is the road and rider. In the right hands the Mito is an elbow-down scratcher and the focused riding position reflects this. The steering lock is poor too, so it's not the best bike to take your test on.


If you want Mito fun with a bit more practicality, consider the gorgeous naked version, the Cagiva Planet.


Most Cagiva Mito's will have been owned and thrashed by teenagers, so buy with caution. Make sure you get a full service history and that the bike has been run on quality 2-stroke oil. Build quality and electrics aren't up to much, so make sure you check up close and flick all the switches.

2011 Cagiva Mito 125
Price new: £3,999
Engine: l/c two-stroke single, 124cc
Power: 31bhp (derestricted)
Top speed: 101mph
Weight: 129kg

2012 Honda CBR 125R

The CBR name is synonymous with superb handling at any speed, and the new 2012 Honda CBR125R is no exception. Despite its slightly larger overall dimensions, the 2011 machine remains extraordinarily easy to handle, immediately giving new riders the confidence they need. Key to the CBR’s manoeuvrability is its riding position, which is designed around the low 793mm seat. The location of the handlebars and footpegs has been revised for improved control while maintaining outstanding rider comfort. Together with the contoured new fuel tank, which is bigger on the new machine for improved range, the result is an unmistakably sporty but easygoing riding position. The rider’s weight is distributed evenly, creating a posture that isn’t tiring to maintain and that doesn’t in any way restrict movement.

The 2012 Honda CBR125R boasts a competitively low kerb weight of just 136.9kg. This mass is distributed perfectly between the front and rear wheels in a 49:51 weight distribution, while the compact single-cylinder engine helps keep the centre of gravity low. The result is a machine that feels instantly manageable, regardless of a rider’s height or stature, so the rider feels completely in control.

The CBR125R’s dramatic new full fairing is more than a mere styling exercise. By providing protection from windblast, the fairing makes the rider more comfortable, particularly over long-distance journeys that can punish riders of Naked machines. The fairing also features a powerful one-piece headlight and bright taillight for superb visibility at night.

Digital instrumentation is now commonplace on large-capacity machines. For 2012 the Honda CBR125R underlines its big-bike credentials by adopting this technology. The result is a thoroughly modern rider’s eye-view, with speed, engine revs and engine temperature all visible at a glance. The display also includes a six-segment fuel gauge, a clock and an odometer/trip meter. Grab handles on either side of the rear seat provide the sense of security so crucial to passenger comfort, leaving rider and pillion free to enjoy the ride.


As you’d expect of a machine with aspirations well beyond its modest engine size, the 2012 CBR125R has an all-new full fairing cowl. The aggressive yet sophisticated new look is typically CBR, with clean lines inspired by 600cc and 1000cc Supersports machines but developed into a unique style such as the VFR1200 has. The new single headlight design sets the tone for the rest of the fairing, being both original in shape and suggestive of much more expensive motorcycles. From there the fairing quickly tapers rearward to a slim and sporty tail unit. Since the compact new exhaust system finishes ahead of the rear axle, the back of the machine appears to float above the purposefully wide new rear tyre, creating a dynamic forward-biased silhouette.

Colouring concept
Terra Silver Metallic SE
Perfect for fooling bystanders into thinking they’re looking at a middleweight motorcycle and not a 125, the silver metallic colour option works brilliantly with the new CBR125R’s sophisticated lines.

Asteroid Black Metallic
Another classy metallic paint option, this menacing colour sits perfectly with the CBR125R’s new, more mature feel – a serious colour for a machine that means business.

Engine and Transmission
Like the previous CBR125R, the 2012 model uses a powerful single-cylinder liquid-cooled engine. The single-cylinder configuration boasts many advantages over a twin-cylinder engine of the same capacity, most noticeably lighter weight, smaller dimensions, improved fuel economy and mechanical simplicity. Developing peak power at just 8000rpm, the CBR125R has the performance to make every ride a joy, whether it’s commuting to work or college or riding open roads for the sheer thrill of it.

Honda’s advanced PGM-FI system is key to the CBR125R’s clean-revving and manageable performance. The system’s Electronic Control Unit works with the electronic ignition to provide exactly the right fuel/air mix to the cylinder for any given combination of throttle position and engine revs. The result is a smooth power curve delivered with the accuracy and predictability needed to breed rider confidence. New FI settings also make the engine more fuel efficient. The 2011 CBR125R uses a mechanically actuated clutch for fine control and a light feel at the clutch lever. The transmission’s six ratios complement the engine’s flexible power delivery perfectly, giving the CBR125R the performance young riders demand.

Few engines in motorcycling are more rugged or affordable to run than the CBR125R’s liquid-cooled single. The electric start means the machine is ready to go at the push of a button, while its outstanding efficiency means superb fuel economy, delivering an impressive range from the slim and compact 13-litre fuel tank. Because the fuel tank can be smaller for a given range, in turn this helps create a lighter and more compact motorcycle. The superb fuel economy betters the previous model thanks to a revised final drive ratio and new fuel injection settings. The new bike is also easier to look after – for 2011 the filter that supplies clean fuel to the fuel injection system has been moved outside the fuel tank to make maintenance simpler.

The 2011 CBR125R features a new exhaust system incorporating an oxygen sensor and a Tri-metal catalytic converter. The catalyser all but eliminates the emission of polluting hydrocarbons, carbon monoxide and nitrous oxides, ensuring the CBR125R easily complies with emissions legislation. Emissions
are further reduced at source by the PGM-FI system, which analyses the exhaust gases via the oxygen sensor to maintain the air/fuel ratio at the ideal for clean combustion. The exhaust system is made of stainless steel so it has excellent resistance to corrosion.

Chassis
Lightweight Frame
The Honda CBR125R uses a lightweight pentagonal-section steel twin-spar frame. The design is a proven one, linking the critical areas of the headstock and the swingarm pivot point using a straight and unbroken spar on both sides of the engine. The design delivers the rigidity required of a sportsbike frame while also being light and compact.

Sporty, User-Friendly Geometry
The chassis feel of the CBR125R treads a line between the swift responses required of a Supersports machine and the reassuring predictability that develops rider confidence. The wheelbase is one of the shortest in its class at just 1313mm, ensuring the CBR125R flicks through bends with a fluidity and grace none of its rivals can match. However a trail figure of 90mm means this thrilling agility never threatens to cause instability. In short the CBR125R is ready for anything, from super-smooth open roads to the trafficpacked and bumpy challenge of the city.

Sophisticated Suspension
Control and a superb ride feel are guaranteed by the CBR125R’s premium suspension components. The front wheel is controlled by a 31mm hydraulic telescopic fork, while the rear tubular steel swingarm mounts to a Monoshock for sporty control and exceptional comfort. While in its element on the kind of smooth and twisting roads Supersports machines of all sizes revel in, the CBR125R also has the chassis sophistication to remain stable and comfortable on the roughest back roads.

In line with the new brief, the 2012 CBR125R uses tyres and wheels of a size more commonly associated with the 250cc class. The lightweight new 100/80-17 front and 130/70-17 rear cast wheels use a striking five-spoke design and bring both stability and increased grip. They also underline the CBR125R’s full-sized credentials – this is a serious motorcycle. They are slowed by equally impressive braking systems, with powerful disc brakes front and rear. The front brake uses a 276mm disc gripped by a twin-piston caliper, while at the rear a 220mm disc and single-piston caliper offer the accuracy and feel that make low-speed manoeuvres easy.

2012 Kymco KR Sport 125

The first thing that strikes you about this 125 is the looks; they’re stylish, eye catching, sharp and bang up to date! They make the bike look like a far bigger capacity machine. Its true size is only given away by the small power plant. The bike really does have super sports dimensions and looks. I parked the bike up on test in a busy touristy town centre and loads of people asked me what the bike was and most were surprised when I told them its was KYMCO 125. They all thought it was a mid range Japanese super sport, I’m certain this will give the bike massive street appeal and road presence.

The bike doesn’t just look big, it is big, it easily accommodated my 6ft 3” frame, I was amazed.
KYMCO are a major Taiwanese manufacturer of motorcycles and scooters and with Honda having a major share of the company for many years, the Honda influence, really shines through on this 125. I’m sure some styling clues have been taken from Honda’s CBR 125, certainly the quality has. This bike is almost over engineered for its somewhat small power plant. Its huge single beam frame is far sturdier than the maximum 12.9bhp power out put requires. This over engineering continues to the large ventilated single discs front and rear, with twin pot calliper and the front and single on the rear. These stop the bike effectively and safely, though we’re not talking about slowing it down from super sport speeds. Claimed top speed is 75 mph and it only weighs a mere 141 kg, so the brakes are not being over stretched!
The super sports styling and high quality continues throughout this machine, from the full aerodynamic fairing, the raked screen, the twin headlights, white glass indicators, sculpted tank to the semi-prone riding position, all adding to the super sports illusion.


The eye catching instrumentation

Particularly eye catching is the instrumentation, the KR Sports has white faced rev counter with red and black figuring, which makes them very clear to read, additionally the bike also has a big clear digital speedo, digital fuel gauge, odometer and clock.

Super sport looks for the KYMCO KR Sport 125
The KR Sports has hydraulic forks up front and rear adjustable monoshock (with eye catching red spring) and sits on painted 5 spoke alloy wheels which are shod with Cheng Shin tyres. I wasn’t expecting great things from the handling, but was again surprised. Within the limits of the power available this 125 has razor sharp handling with a taut and firm ride. Obviously the light weight helps, but the bike is also very planted and not easily thrown off line. The Cheng Shin tyres for the most part provide excellent grip even on gravel strewn country back roads, not a surface I’d recommend riding on generally. The light weight means the KR Sports can be flicked through corners, like the super sport bike it pretends to be.

This lightness of action is complemented by the light action clutch and sweet 5 speed gearbox, both of which enabled rapid and smooth gear changing; though, out on the open road it was quickly up through the box to fifth to make the most of the available speed.

Disappointingly the KR Sport only produces 12.9bhp at 10,000 RPM from its free revving single air/oil cooled engine, which is almost 2bhp short of the legal maximum for a learner. This does somewhat blunt the ultimate performance in that the bike tops out at 75mph, but for many learners this will be more then fast enough. It was really on hilly roads that I noticed this most, when it meant keeping the bike near the 8,000 RPM redline in fourth, rather than changing up into fifth, to get the bike to haul my weight up the hill, obviously a svelte light weight youngster would have less of an issue. The engine can be come a little buzzy as revs approach the red line but for the most part it’s fairly smooth.


Twisty roads is where the KR Sport 125 excels
However riding twisty roads is where the KR Sport really excels, its lightness and good handling enables quick changes of direction and spirited cornering to be easily achieved, which make one easily forget the bikes modest power output.
Because of the bikes large dimensions its is surprisingly comfortable, even with the semi prone riding position, it was really only the squab seat which after a couple of hours riding lacked a little in the support department. But I doubt this sort of bike will be used for touring.

Top Choice
The KR Sports is very easy to ride with its excellent handling, good brakes and lightness of controls it will makes an ideal first learner legal machine. Overall it is hard to fault the KR Sport and it should give the more firmly established Japanese choices a really serious challenge.



Top speed                                  75mph (120km/h)
Cylinder Capacity                       124
Cooling                                      Oil & Air
Max Power                                9.6Kw at 100,00 rpm
Max Torque                               9.9Nm at 8000 rpm
Wheelbase                                 1345mm
Height                                        1160mm
Width                                         710mm
Length                                        2080mm
Net Weight                                 141Kg
Seat Height                                 780mm

2010 Derbi GPR 125 4T 4V

Derbi is still a leading brand at the world-level for its ability to offer to young-at-heart riders that go beyond the expectations of even the most demanding riders. It also has an image, high technology, and performance that have rarely been seen before in the 125cc 4-stroke category.

Starting with the new engine, designed specifically by Piaggio and Derbi, the Spanish brand expands its offer adding a new motorcycle that raises the 125cc category to a dimension that has never been known before. Inheriting the GPR name from the previous 2-stroke range, the benchmark for high range sports bikes, Derbi is once again on the cutting edge of the category.

With a maximum power of 15 horsepower at 9,250 rpm (which is precisely the limit established by the new standard), this innovative engine offers unique performances in its category--not only at high speeds, but also as regards to exploitable power ranges, reduced vibrations when idling and high component reliability.
It is a 4-stroke single-cylinder engine with a liquid cooling, a 30mm carburetor, DOHC, four valves, and a 6-speed gearbox. This engine also has the added advantages of being lightweight and externally compact in size, thanks to the dry crankcase lubrication system that allows for an extremely high level chassis.

The Derbi GPR offers the most expert and demanding younger riders a design concept and the technology of high engine displacement superbikes; this gives them the chance to have the bike of their dreams without having to wait to be adult. This target, reached by Derbi and never exceeded by any other brand, led to considerable responsibility when the models evolved.

The most spectacular component of the GPR 125 is undoubtedly the new dual-beam die-cast aluminum chassis. It is made with two pieces joined by the steering column, which ensures great freedom in terms of design, more compact shapes and great rigidity. Just as fascinating and efficient is the rear asymmetrical suspension arm, in line with most advanced trends of high engine displacement super sports motorcycles.
Front suspension boasts a strong Paioli 41mm upside-down fork, red-anodized triple clamps, and 4.3 inches travel; the rear suspension boasts an Ollé single shock absorber system fixed directly to the fork. The front braking system is a single 300 mm diameter disc with four-piston radial caliper, supported by a 220 mm diameter disc with two-piston caliper setup in the rear.

Notwithstanding the highly sporty characteristics, the ease of on-board control was strongly considered right from the beginning, when designing the new Derbi GPR 125 4S, not forgetting that this is a motorcycle to use every day.

Hence its ergonomics is the result of lengthy research, with a satisfying while rather unusual balance between comfort, control and agility. The same can be said for the complete digital instrument panel, with its decidedly innovative design inspired by MotoGP with a modern blue backlit display.

The bike reflects all the spirit of Derbi's mythical Balas Rojas. The chassis shows off sinuous and stylized lines that start from the mean-looking front with a powerful, integrated double headlight assembly (with LED front daylight running light), continuing in the tank/saddle unit creating a continuous line with the sides of the fairing, and ending in the raised tail which also includes the passenger seat (with removable footpegs) and a rear light that exploits the LED technology. The design of the burnished 12-spoke 17" rims gives an even more sporty character to the bike.

One last detail underlines the high level of finish of the new GPR: the exhaust that is strongly inspired by the MotoGP, completely integrated in the bottom of the fairing. A solution that is not just fascinating from a design point of view, but it also has a strong influence on the bike's handling, thanks to an even more reduced centre of gravity.



2010 Derbi GPR 125 4T 4V specifications:

Cubic 4Stroke 4V Euro 3
Bore x stroke: 58×47 mm
Displacement 124.2 cc
The carburetor fuel Ø30
Coolant
From the electric starter
Compression ratio 12:01
Unleaded fuel
Lubrication system oil pump mechanical
Multi-plate clutch
6-speed transmission
Front suspension Ø40 mm upside down fork 110 mm travel
Monoshock rear suspension, 120 mm wheel travel
Front brake disc Ø300 mm. Radial caliper
Ø218 mm rear disc brake. floating caliper
Tires Front: 110/70×17 “Rear: 130/70 x 17″
Maximum length 1977 mm
Maximum width of 795 mm
Wheelbase 1,355 mm
Seat height 800 mm
Fuel tank 14 L
Weight 120 kg

2012 Megelli Sportbike 125r

In Europe, 125cc bikes and scooters are possibly more prevalent than the 600cc+ bikes we’ve grown accustomed to seeing in the United States.

Due in part to the cost of insurance and fuel, as well as cultural difference, we’ll have to look over the latest creations from British firm Megelli, and know this is a line of motorcycles we’ll unfortunately never get to feast our eyes upon in person.

You’d think they were Italian with a name like Megelli Motorcyles Ltd, but located in the Northern England town of Lincoln, Megelli is all Brit…bad teeth included. Their creations share the same chassis and 4-stroke motor, and are simply the named the 125r, 125s, and 125m, for the respective Sport, Naked, and Supermoto versions of bike.

While we don’t like the fact that the bikes only put out about 11hp (these aren’t 2-strokes remember), but we do like the fact the bike only weigh 242lbs. The real strength of Megelli though, is the style and price point.

The body and chassis work on the 125r is probably some of the best designing we’ve seen in a while, especially for a firm that doesn’t make its home in a boot shaped country.

The Megelli range won’t break the wallet like some Italian brands will. With prices coming between €2800-€3100 ($3,900-$4,400 USD at current currency exchange rates), the bikes could pose a nice alternative for first time buyers who don’t want to learn to ride on a clunker.




Engine Specification


Cylinders                                                      Single Cylinder Ceramic Coated
Bore x Stroke (mm)                                      56.5 x 49.5
Displacement (cc)                                         124.1
Compression Ratio                                       10:1
Compressor (kgf/cm2)                                  12+-2
Carburettor Type                                          Mikuni
Idle Speed (RPM)                                        1400 +-100
Valve Train                                                   SOHC
Max Power (Hp/RPM)                                 11/8500
Max Torque (Nm/RPM)                               9.0/7500
Lubrication System:                                       Forced & Wet Sump
Fuel Grade:                                                   Unleaded
Clutch:                                                          Wet Type & Multi Plates
Trans:                                                            5 Speed Gear Change
Gear Shift Pattern:                                         1-N-2-3-4-5
Ignition System:                                             C.D.I
Starter System:                                              Electrical Start